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Review of Generated Waste from Cruisers: Dubrovnik, Split, and Zadar Port Case Studies

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resources Review Review of Generated Waste from Cruisers: Dubrovnik, Split, and Zadar Port Case Studies Merica Sliškovi´c 1,*, Helena Uki´cBoljat 1, Igor Jelaska 2 and Gorana Jeli´cMrˇceli´c 1 1 Faculty of Maritime Studies, University of Split, 21000 Split, Croatia; [email protected] (H.U.B.); [email protected] (G.J.M.) 2 Faculty of Kinesiology, University of Split, 21000 Split, Croatia; [email protected] * Correspondence: [email protected]; Tel.: +38-591-3806-997 Received: 28 September 2018; Accepted: 7 November 2018; Published: 9 November 2018 Abstract: The amount of waste generated is becoming an increasing problem both in terms of inefficient use of resources and its harmful effects. Large quantities of waste originate from land, but a certain amount of waste is generated at sea, in which shipping holds its share. A recent analysis for 2015–2016 has rated the Croatian ports of Dubrovnik, Split, and Zadar in the top 10 out of 20 main cruising ports in the Adriatic Sea. As it is clear that a large number of persons present onboard generate a large amount of waste, the aim of this paper is to estimate the amount of waste (plastic, domestic, and food) and examine the significance of its increasing quantity produced by cruisers in the three main cruiser ports in the Croatian part of the Adriatic Sea for the period 2014–2017. Cruise calls correlation, together with repeated measures one-way Analysis of variance -ANOVA, showed that a future increase in the port calls for Zadar can be expected while, for the port of Dubrovnik, a decrease is projected, which is in correspondence with the taken measures for a reduction in the adverse effects of the cruise industry. Regarding the type of waste, domestic waste contributes the most with 62%, followed by the plastic waste with 26%, and food waste, which makes only 11% of the total amount of waste for that year. Waste minimization practices and further recommendations for the improvement of waste management practices are presented and put into relation with specific measures to protect and preserve the quality of the environment. Keywords: onboard generated waste; cruising industry; management; minimization practices 1. Introduction The threat to marine environment, due to waste disposal from ships, is substantial [1,2]. In recent decades, a strong adverse human influence on the environment has been noted, especially in the coastal zones with wide seasonal population variations (tourism activities) and extensive commercial enterprises [3,4]. Cruise tourism is a dynamic sector which has continued to show a high growing rate, both in the global tourism market and, also, in Croatia. In the past few years, the Adriatic Sea, as part of the Mediterranean Sea, has attracted far more cruise ships than a decade ago, and the cruising boom, although possibly being a gold vein for the economic development and revenue, may also be a possible environmental threat with long-term consequences. Due to the purity of the Adriatic Sea and the beauty of the landscape, in the absence of appropriate waste management on land, pollution caused by waste could have a negative effect on Croatia’s attraction. The aim of this study is to estimate the waste (plastic, domestic, and food) which is produced by cruise ships in the three main cruise ports in the Croatian part of the Adriatic Sea, i.e., the ports of Dubrovnik, Zadar, and Split. Moreover, one of the aims of this paper is to raise awareness of the waste issue, which can arise from the increased cruise traffic in the Croatian part of the Adriatic Sea in the past several years. Resources 2018, 7, 72; doi:10.3390/resources7040072 www.mdpi.com/journal/resources Resources 2018, 7, 72 2 of 11 In order to adequately organize waste management, it is necessary to predict the quantities that can be produced onboard ships. Furthermore, these estimations can serve as a basis for future port reception facilities’ planning [5]. Although, onboard cruise ships, different categories of waste are generated, the focus of the paper is solely on plastic, domestic, and food waste, considering that, in the Republic of Croatia, the management of this type of waste is still inappropriate. The fact should be stressed that the Republic of Croatia also has great seasonal fluctuations in the number of tourists, and the quantities of waste produced onshore, which cannot be properly managed. Most of the waste from cruisers is actually domestic waste, and it poses a huge pressure on the infrastructure of the coastal cities. The problem in Croatia is still how to sustainably manage even the domestic waste produced by households and, based on that fact, we find it important to point out the possible waste type and quantities that can be produced by cruisers. The Republic of Croatia, after becoming a member of the European Union in 2013, assumed some obligations for drafting and complying the waste issue regulations with the EU regulation. It was only in 2017 that Croatia adopted a Waste Management Plan (WMP) 2017–2023 and Waste Prevention Programme (WPP), together with the Regulation on Municipal Waste Management [6]. However, the implementation of the documents mentioned is inadequate, which means that the practice of landfilling the waste is still the main option [6]. The paper analyses the background of cruise ship-generated waste, and the regulatory framework for waste prevention in the Croatian part of the Adriatic Sea. Using the newest data from European Maritime Safety Agency—EMSA, the calculation of plastic, domestic, and food waste generated from cruise ships in the three main ports of Dubrovnik, Split, and Zadar was done. Also, the paper gives further recommendations for better management of waste originating from cruise ships. 2. Background of Cruise Ship Generated Waste in the Adriatic Sea The waste generated on cruise ships may be sorted into different categories, and the categorization varies but, generally, oily bilge water, oily sludge, oily tank washings, sewage, plastics, food waste, domestic waste, cooking oil, incinerator ashes, operational waste, cargo residues, ozone-depleting substances, and others are distinguished [7]. Also, it should be noted that the classification of waste is sometimes not clear, and there is a mismatch between the classification of waste in The International Convention for the Prevention of Pollution from Ships MARPOL Annex V, the classification used onboard ships, and the classification used by waste operators. For example, onboard ships, paper, glass, and fluorescent tubes are often collected separately, while their classification in MARPOL Annex V is as “domestic waste” [7]. Domestic waste is all the waste from the domestic spaces onboard ships which is not food waste, cooking oil, or plastic, but which is, e.g., paper, cardboard, fluorescent lamps, synthetic material, foils, metal cans, lids, glass, pantry packaging waste, etc. [7]. Also, each cruise ship has onboard treatment facilities, and the treatment of each of the mentioned waste types differs. The EMSA Report [7] summarizes that, for example, plastics are usually not incinerated, and dirty plastics (plastics that have been in contact with food) are often treated as a separate waste stream. For domestic waste, the treatment differs depending on the type and amount of the waste generated. The treatments include glass crusher, compactors for cans and tins, and incineration of paper and cardboard. The International Maritime Organization IMO defines food waste as any spoiled or unspoiled food substances and includes fruits, vegetables, dairy products, poultry, meat products, and food scraps generated onboard ship. Finally, regarding onboard treatment of food waste, in the areas where it is permitted under MARPOL Annex V, food waste is often discharged into the sea. However, all types of waste produced onboard ships should be separated and, if possible, processed before they are discharged to port reception facilities and managed according to the national legislation [8–11]. Increased maritime transport in all the EU ports presents new challenges to the port logistics in order to efficiently manage waste [2]. According to the Directive 2000/59/EC, port reception facilities should be able to receive all the waste types produced onboard ships [2,11]. Under this Directive, there is no special requirements regarding the environmental fees, methods of Resources 2018, 7, 72 3 of 11 waste delivering, and notifications [2]. Yet, Port Authority should enable the usage of port reception facilitiesResources in such 2018, 7 a, x manner FOR PEER that REVIEW a ship has no delay in the schedule [12]. 3 of 11 Accordingwaste delivering, to the and most notifications recent data,[2]. Yet, in Port 2016, Authority Cruise should Lines enable International the usage of Association port reception (CLIA) estimatedfacilities 24.2 in millionsuch a manner passengers that a atship a globalhas no delay level, in while the schedule the number [12]. is expected to grow in 2017 to 25.3 million,According and in 2018to the to most 27.2 millionrecent data, passengers in 2016, [13 Cruise]. As theLines cruise International industry isAssociation growing fast,(CLIA) and the vesselsestimated are increasing 24.2 million in size, passengers the awareness at a global of level, a consequent while the increasenumber is in expected the waste to grow generated in 2017 onboard to should25.3 also million, increase. and in Although 2018 to 27.2 cruise million ships passengers participate [13]. with As the only cruise 1% inindustry the world is growing shipping fast, fleet, and they producethe vessels 25% of are all increasing the waste in generated size, the awareness on ships[ 14of ].a Theconsequent management increase of in the the wastewaste producedgenerated due to theonboard daily activities should also onboard increase. cruise Although ships cruise is far ships more participate complicated with only than 1% the in managementthe world shipping of waste fleet, they produce 25% of all the waste generated on ships [14].
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